Car-switching.



PATENTED JAN. 20, 1903. J. E. SWONSON.

OAR SWITCHING.

APPLIOATION FILED JAN. 16, 1902.

N0 MODEL.

NM- mmw lwm PATENTED JAN. 20, 19 03.

J. E. SWONSON.

CAR SWITCHING.

APPLICATION FILED JAN. 16, 1902.

5 SHEETS-SHEET 2.

H0 MODEL.

PATENTED JAN. 20, 19 03.

J. E. SWONSON. GAR SWITCHING.

APPLI TIQN FILED JAN. 16, 1902.

5 SHEETS-3HEET 3.

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PATENTBD JAN. 20, 1903.

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J. E. .SWONSON.

GAR SWITCHING. v

PATENTED JAN. 20, 1903.

E. swonson. OAR SWITCHING. APPLIOA'JIION FILED JAN. 16 1902.

K0 MODEL.

U'Nrra STATES Erica JOHN E. SWONSON, O F DES MOINES, IOWA, ASSIGNOR TO BUTLER MACHINE COMPANY, OF DES MOINES, IOWA.

CAR-SWITCHING.

SPECIFICATION forming part of Letters .Patent No. 718,674, dated January 20, 1903. Application filed January 16, 1902. $erial No- 89,959 (No model.)

To all whom it may concern:

Be it known that I, JOHN E. SWONSON, a citizen of the United States, residing at Des Moines, in the county of Polk and State of Iowa, have invented certain new and useful Improvements in Oar-Switching, of which the following is a specification.

The object of my invention is, broadly, to provide means whereby a car operator may upon approaching a branch track manipulate a lever within the car in such manner that the car will be directed either to the main or to the branch track, and that without the manipulation or use of any movable parts whatsoever in the'main or branch tracks or in the road-bed.

A further object is to providea device of simple, durable, and inexpensive construction to be attached to a car-truck for moving the car-truck laterally or holding it against lateral movement when at the juncture of a main and a branch track to thereby direct the car to either track.

A further object is to provide simple, durable, and easily-operated means whereby the device attached to the car-truck for moving the truck laterally relative to the track or for holding it against lateral movement at a j uncture of a main and a branch track may be operated from the car-platform of a car having swiveled trucks.

A further object is to provide simple and durable means whereby the rear truck of the car having swiveled trucks may have its device for moving the truck laterally or for holding it against lateral movement when the truck is at the juncture of a main and a branch track automatically operated and entirelyindependent from the corresponding device for the front truck.

A further object is to provide means whereby any number of cars provided with my improved devices for moving the trucks laterally or for holding them against lateral movement relative to the track at the juncture of a main and a branch track may be coupledtogether, so that a manipulation of said device on the front car will operate all of the similar devices on the succeeding cars.

My invention consists, first, in the construction,arrangement,and combination,with

a car-body and trucks therefor, of means for moving the trucks laterally or holding them against lateral movement relative to the rails when the trucks approach the juncture of a main and a branch track, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims, and illustratedin the accompanyingdrawings, in which I Figure 1 shows a side elevation of a car having front and rear trucks swiveled to the car and provided with my improved switching devices. Fig. 2 shows a top or plan view of a main track and a branch-track connected therewith embodying my improvements and showing a front' truck of a car in position on the branch track with its steering device set in such position as to direct the front truck to the right and also showing a rear truck having'its switching devices adjacent to the point of the branch-track rail, showing it in position to direct the rear truck to the said branch track and also showing by dotted lines the position of the car-body relative to the front and rear trucks. Fig. 3 shows a plan view of a main track with a branch track connected therewith. Fig. 4 shows an inverted plan view of a car-body having two swiveled trucks thereon and provided with my improvements. Fig. 5 shows a top or plan view of a main and branch railway-track provided with my improvements and the front truck of the car in position adjacent to the juncture of the main and branch tracks and with its switching devices in position. to direct the truck to the left or main track. Fig. 6 shows in perspective a swiveled truck for the front of a car with my improved switching device attached thereto Fig. 7 shows a like View of the rear truck havingmy improvements applied thereto. Fig. Sshows an enlarged detail perspective view of a modified form of a device for moving the car-truck laterally and for holding it against lateral movement at. the juncture of a main and branch track and also showing a cleaner or scraper for the track attached thereto, and Fig. 9 shows an enlarged detail view of the operating-lever and connected parts by which the operator controls the movement of the car-switching device on cars having swiveled trucks. Fig. 10

showsa plan view of the swiveled trucks of two cars, each truck having my improvements applied and all of such improvements being connected for simultaneous operation. Fig. 11 shows a plan view of a swiveled truck resting upon a track and showing a slightlymodified form of switching device.

Referring to the accompanying drawings, I shall first describe the construction of the track which it is necessary to use in connection with my improved car-switching device.

The reference-numeral 10 indicates a trackrail which is continuous past the juncture of the main and the branch tracks.

11 indicates the main-track rail, which is parallel with the track-rail 10 until it reaches a point adjacentto the juncture of the branch track with the main track, and at this point the track-rail 11 is bent laterally at 12 in a direction away from the track-rail 10, and the rail then continues as one rail of the branch track, where it is indicated by the symbol 11.

The numeral 13 indicates a track rail which mates with the track-rail 10 from the juncture of the main and the branch tracks, and the inner face of the track-rail 13 is secured in line with the inner face of the trackrail 11.

The numeral 14 indicates a guard-rail leading from the end of the track-rail 11 parallel with that portion of the track-rail 11 forming one rail of the branch track.

The numeral 15 indicates a track-rail forming the mating member of the branch-track rail 11. This rail 15 terminates at a point in line with the end of the track-rail 13, and the point of the rail 15 is some distance from the track-rail 10. Connected with the trackrail 15 is a guide-rail 16, extending from the end of the rail 15 parallel with the track-rail 10. Particular attention is directed in this connection to the fact that the track-rail 11 inclines laterally at 12, and this lateral inclination is in front of or beyond the ends of the terminals of the branch-track rails, so that a car-truck standing upon the trackrails 10 and 12 may be moved laterally relative to the track a slight distance, so much so that the flanges of the rails may be made to pass either to the right or left sides of the track-rails 13 and 15, and this track construction forms an essential feature of my carswitching device, as will hereinafter appear.

The reference-numeral 17 is used to indicate the car-body, which is of ordinary construction. Mounted beneath the forward end of the car-body is a swiveled truck 18, in which the axles 19 are mounted, and the flanged wheels 20 are fixed to said axles. In the rear of the front truck is a rear truck 21 also swiveled to the car-bodyand having the axles 22 and the flanged wheels 23. All of these parts are of the ordinary construction. Formed on or fixed to the front of the forward truck 18 is a bracket 24, in which a stem or upright 25 is rotatably mounted. At

the lower end of the stem 25 is a fork 26, and a disk 27 is pivoted between the ends of the fork. On top of the stem 25 is a lever 28 to project laterally in a horizontal plane toward the longitudinal center of the car-body, and on the end of the lever 28 is an upwardlyprojecting pin 29. Slidingly mounted on the under surface of the car-body, at or near the longitudinal center thereof, is a plate 30, slidingly supported by means of the cleats 31, so that it may move in a direction longitudinally of the car-body. Formed on or fixed to the under surface of this plate 30 is a segmental slotted guide 32, said slot being arranged concentric with the swiveled point of the forward truck and being designed to receive the pin 29.

The reference-numeral 33 indicates an upright shaft mounted in suitable hearings in the car-body and having at its top a lever 34 to be grasped by the operator for turning the shaft, and fixed to its lower end is an arm 35, connected by means of a link 36 with the plate 30. By this means it is obvious that a manipulation of the handle 34 will move the plate 30 forwardly or backwardly, and when this plate 30 is moved forwardly the lever 28 will have its inner end moved forwardly, thus turning the front edge of the wheel 27 in the fork 26 to the left, while an opposite movement of the lever 34 will move the plate 30 rearwardly, and thus cause the inner end of the arm 28 to move rearwardly and force the front edge of the wheel 27 to the right, the function of the segmental slotted guide attached to the plate 30 being to hold the wheel 27 to any position in which it may be placed regardless of the movements of the truck-frame 18 relative to the car-body, to which the guide is attached, it being well known that in operating said cars the trucks are often turned relative to the car-body, and by means of the slotted guide and connected parts the operator may by turning the lever 34 on the car-body control the movements of the wheel 27 on the truck-frame no matter at what angle the truck-frame may stand relative to the car-body.

I have provided means for holding the handle 24 in position, as follows: Connected with the handle is a spring-actuated bolt 38, designed to engage and fit the rack 39, which rack is to be attached to the car-body adjacent to the handle 34, so that the operator may set the handle 34 to the desired position, and it will be firmly held in such position until the operator releases it. In practical use with this portion of the device and assuming the car to be in the position shown in Fig. 5 of the drawings-that is, with the front truck located on the main track and approaching the juncture of the branch track with the main track-and assuming, further, that it is desired to have the car pass to the straight track the operator moves the handle 34 to such position that the guide 32 will stand at its forward limit of movement. This will throw the front edge of the wheel 27 slightly to the left, and when this wheel approaches the pointed end of the track-rail 16 it will pass between the track-rails 16 and 10, thus holding the flange of the car-wheels at the left side of the track closely against the inner edge of the rail 10. Obviously the wheel 27 will then pass between the'rails 16 and 10, and when so passing it'will tend to clean obstructions from between these rails, and the truck-wheels must follow the wheel 27. The said wheel 27 when in position shown in Fig. 5 will provide lateral movements of the truck relative to the track-rails upon which the truck is resting. Assuming that it is desired to turn the ear upon the curved track instead of the straight one, the position of the handle 34 is reversed and the slotted guide 32 is moved to its rearward limit, with the effect of inclining the'front edge of the wheel 27 to the right, as clearly shown in Fig. 2. Obviously with the wheel 27 thus inclined and assuming that the wheel 27 was just approaching the end of the track-rail 16 it is obvious that the wheel would strike the inner surface of the track-rail 15. Then as the car continues to advance the wheel 27 would bear with such force upon the inner face of the curved rail 15 as to force the wheels of the truck laterally to the right when said wheels are at the point in the track where the rail 11 is inclined laterally at 12. At this point the truck-may move laterally, because both of the flanges of the front-truck wheels cannot engage the inner face of the track-rails, because the rails are more widely separated at this point than throughout the remainder of the track. This lateral movement of the truck at this point will be sufficient to cause the flanges of the wheels on the left side of the car to engage the-inner face of the curved rail 15, thereby directing thecar to the curved branch.

It is just as important to provide means for moving the rear truck laterally or for holding it against lateral movement when at the juncture of a main and a branch track as it is that the forward truck be thus controlled, and I have provided means whereby the rear truck is operated so that it will automatically follow the forward truck, and that without any connection between it and the means for operating the truck-moving device of the front truck.

Mounted upon the forward end of the rear truckis a bracket 40, in which a stem 41 is rotatably mounted, and at the lower end of the stem ,41 is a fork 42, bearing a wheel 43. At the top of the stem 41 is an arm 44, projected straightforwardly and parallel with the fore-and-aft direction of the wheel 43. This arm 44 is longitudinally slotted at 45, and a pin 46 is passed through said slot into the bottom of the car-body. In use with this portion of the device and assuming the car to be in the position shown in Fig. 2 it is obvious that the wheel 43 will be inclined toward the right, and the truck to which the arm 44 is attached still remains on the straight track and hence is at a considerable angle relative to that of the car-body. Hence the wheel 43 is so positioned that it will engage the inner face of the track-rail 15, and thereby force the rear truck laterally upon the rails 10 and 11 just before approaching the terminals of the curved track-rails. On the other hand, if the front trucks have been directed to the straight track the car-body will be parallel with the frame of the rear truck, and hence the wheel 43 will project straight fore and aft and will enterbetween the track-rail 10 and the guardrail 16, andjthereby direct the rear truck to following the straight direction.

Referring to Fig. 8 of the drawings, I have shown a modification to be used as a substitute for the wheels 27, 43, and 50. This device comprises a shoe or guide 64, pointed at its front end and attached to the lower end of a stem 65, and connected with the shoe and stem is a scraper 66, pointed at its front at 67 and inclined outwardlyand rearwardly therefrom. The under surfaces of the projecting portions of the scraper are designed to rest u pen or at least travel close to the top of the rails, and thus serve to remove obstructions from the rails, particularly at the juncture of a main and a branch track.

In the modifications shown in Figs. 10 and 11 I have provided means whereby the steering devices on the rear trucks of the first car and on all trucks of all succeeding cars may be manually turned by the operation of the lever for turning the front steering device, as follows: The numeral 70 indicates a flat rod fixed to the plate 30 on the front truck and extended rearwardly to a corresponding plate 30 on the rear truck. This rod is preferably curved at 71 to pass around the swivels of the car-trucks and is slidingly supported on the under surface of the car-body by the metal straps or loops 72 to permit the rodto move longitudinally. At each of its ends said rod projects beyond the car-body and is adapted to couple to a mating rod.

In the modification shown in Fig. 11 I have shown the car-guide located some distance from the rail, and instead of having it engage the track-rails I have provided a fixed guide-plate 73, located between the trackrails and adapted to be engaged by the carguiding devices to move the car laterally on the track or to hold it against such lateral movement in the same manner as in my other form, where the car-guiding devices engage the track-rails.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States therefor, is

1. The combination with a car-body and a truck swiveled thereto, of a car-guide, a stem connected with thecar-guide and projecting upwardly and supported upon the truck, a laterally-projecting arm at the top of the carguide stem, a segmental guide concentric with the pivotal point of the car-truck and connected with said arms, and means for moving said segmental guide forwardly and rearwardly upon the car-body.

2. The combination with a car-body and a swiveled truck therefor, of acar-guide, a stem therefor mounted upon the car-truck, an arm projecting laterally from the stem, a pin projecting upwardly from the free end of the arm, a slide mounted for longitudinal movement on the under surface of the car-body, a slotted segmental guide fixed to the slide and concentric with the pivotal point of the truck and having said pin admitted into its slot, an upright shaft on the car-body, an arm at its lower end, a link connecting said arm with said slide and a handle attached to the upper end of said shaft.

3. In a device of the class described the combination of two car-trucks, an upright connected with each truck, a car-guide on the lower end of each upright and means for connecting said uprights whereby they may be turned in unison.

4:. In a device of the class described a carbody, two swiveled trucks, an upright in each truck, a car-guide on each upright, an arm at the top of each upright, a guide on the car-body concentric to the swiveled point of the truck near each arm to engage the arm and means for connecting the said concentric guides to move longitudinally of the carbody in unison.

5. In a device of the class described two car-bodies, a swiveled truck under each, a stem connected with each truck, an arm at the top of each stem, a car-guide at the lower end of each stem, a concentric guide slidingly connected with each arm and slidingly connected with the car-bodies near the swiveled points of the trucks, means for longitudinally moving one of the concentric guides, and rods slidingly connected with the carbodies attached to said guides andcapable of coupling together between the cars.

6. The combination with a car-body and a swiveled truck, of a car-guide connected with the truck, a segmental guide susceptible of movement longitudinally of the car-body, and means for moving the front edge of the car-guide laterally by the fore-and-aft movement of the segmental guide.

7. The combination of a car-body and a swiveled truck, of a guide movably connected with the car-body, a lever for controlling it, a car-guide mounted in the truck and capable of lateral movement at its front end, and means connecting the guide with the carguide whereby a movement of the guide will move the front end of the car-guide, irrespective of the relative positions of the car-body and truck.

Des Moines, Iowa, December 10, 1901.

JOHN E. SWONSON.

Vitnesses:

J. RALPH ORWIG, W. R. LANE. 

